I ARRIVAL PROCESS DIAGRAM I
Chapter 5: Case studies
5.2 Ocean Terminal Building, Durban
Architects: Michael S. Zakrewski & Partners Completed: 1962163
Conversion of building by: Protekon Projects Completed: 1993
Situated on the main pier, off the Stanger Street entrance to the harbour, the Ocean Terminal Building is a large multi-use harbour complex. (See figure 5.1).
Completed in 1962 the project cost an estimated six million rand and was considered to be the largest project of its time in South Africa. Constructed mainly of off-shutter concrete the unmistakable Brazilia-style complex was representative of its era. (Wale. 1993: 6). Characteristic of the Brazilia-style was the use of brise-soleil as a means of solar protection. This can be seen on the
exterior of the administration block. (see figure 5.3). - - - '
.,
ADMINISTRATION TE MINA( . .
, ILi_l.Jt
PRE-COOLlNG ..,
CARGO
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Figure 5.1 Aerail photo showing the position of the Ocean Terminal Building on T-Jetty. Photo shows the terminal under construction in 1962.
(Wale. 1962: 2)
The Ocean Terminal Building was designed to serve a multitude of purposes.
Facilities for the storage of cargo, pre-cooling chambers for fruit, a passenger terminal and an administrative block where allocated for in the brief. In essence, the facility became the heart of the harbour. The different services were housed into three levels: (See figure 5.2) cargo handling happened at quay level, pre-
Figure 5.2_Section showing the three . . . .-s;iiIF
cooling chambers were directly above that and the passenger terminal facilities levels of the facility with the administration
were situated on the third level. (Richards. 1963: 194). The administrative block block in the background.
(Richards. 1963: 194)
was housed separately in a 12 storey block immediately adjacent the terminal.
(See figure 5.3). Today the Ocean Terminal Building has been refurbished and now accommodates only administrative offices. For the purpose of this case study the main area of interest will be the passenger terminal facilities (See figure 5.4 & 5.5) within the complex. It will be analysed in terms of its originally proposed
use and how it came to be an administrative facility. Figure 5.3_Exterior image of ther-_...-~ ... • administration block with the sola
protected northern face of the building.
(Wale. 1962: 3)
the port. a point of entry: the design of a NEW CRUISE LINER TERMINAL at the nt. for durban.
Chapter 5: Case studies Pg 40
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Figure 5.4_ Terminal facility plan.
(Richards. 1963: 195)
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Figure 5.5_Upper terminal facility plan.
(Richards. 1963: 195)
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~ 1. Roof deck parking area 2. European entrance hall 3. Non-European entrance hall 4. Non-European restaurant 5. Non-European arrival gate 6. Customs & baggage area 7. European arrival gate B. European restaurant
4. European kitchen
9. Administration block
10. Quay below
11. Telescopic gangways
1. Double volume of main terminal area.
5. European dining room 2. Non-European kitchen
3. Non-European dining room
the port. a point of entry: the design of a NEW CRUISE LINER TERMINAL at the for durban.
Chapter 5: Case studies Pg 41
A maximum number of 700 disembarking passengers were allowed for in the original design. With the terminal being designed and built in the 1960s, Apartheid ideology had a direct influence on the spatial organisation of the terminal.
European and non-European passenger facilities were separated with each having their own entrances. (Richards. 1963: 196). The entrance hall and customs area were housed in a dramatic double volume area allowing light and views from within the space. Baggage was handled through tunnels to lower levels of the building and then placed aboard the ship. (Richards. 1963: 196). This ! meant that passengers and baggage did not mix allowing for a more pleasant experience of the terminal. Access to the ships was through elevated telescopic gangways. These left the quay side below free for the loading and unloading of cargo. Restaurants, cafes, ablutions and some administrative offices were housed to the north and south of the terminal level. These served the European and non-European sections. Access to the terminal is by an elevated road way.
This is still in operation today and works extremely effectively in that it separates the visitor from the harbour operations below.
Steel reinforced concrete was the main material used in the construction and is contrasted by the use of large glazed sections. The glazing allowed for views back towards the city thus strengthening the linkage with the harbour. The concrete was used in sculptural V-shaped columns to support the heavy concrete roof.
(See figure 5.6). The form created by the terminal building resembled that of the ships docked next to it, therefore creating a dialogue between the two. Pedestrian walkways were positioned on the quay side of the terminal allowing visitors to engage with the process of boarding and disembarking. The terminal is separated from the waterfront edge which was necessitated by the fact that railway lines ran at quay level. However, the passenger terminal facility still creates a strong visual link with its surroundings that make up for this separation. As a gateway to the city the building allowed for an easy transition from ship to shore.
I
and
Figure 5.7 _Aerial view of the East facade of the Ocean Terminal Building, Durban.
(Wale. 1993: 6)
the port, a pOint of entry: the design of a NEW CRUISE LINER TERMINAL at the for durban.
Chapter 5: Case studies Pg 42
Further to that, the strong sculptural forms, visual links and dialogue between ship and terminal create experiential sequences of spaces.
When the Ocean Terminal project was conceptualised the Union Castle mail- boats were in operation. They sailed from Southampton to Durban and arrived every Tuesday morning and departed on the Thursday evening. (Richards. 1963:
194). The Union Castle mail-boats carried with them cargo as well as export fruit weighing up to 4000 tons. Passengers from overseas also utilised these vessels as their main mode of transport. Therefore with the regular arrival of these vessels in port a need arose for a building to handle the cargo and passengers. However, upon completion of the project the terminal was rendered obsolete. This was due to the development of air travel which took over sea travel as the main mode of transport. With air travel being substantially faster and cheaper, people naturally opted to utilise this form of transportation. The Union Castle mail-boats decreased their visits to Durban over time till they stopped altogether. With the decline ofthis service, the Ocean Terminal building became virtually disused. (Wale. 1993: 6).
"The commercialisation of Transnet, and the creation of Portnet as a separate business unit, provided the stimulous for change. (Wale. 1993: 6). With the change a need arouse to house the staff within one building. Protekon, a firm of architects and engineers involved in development within the harbour and other transport infrastructure, were commissioned for the renovation. Atotal of 5500 m2 of office space to house 300 staff members was required. These were provided within the main double volume space where the customs and baggage areas used to be. (See figures 5.9 & 5.10). A mezzanine level was added in the double volume to obtain the required amount of office space. A mixture of cellular and open plan offices were accommodated on the two floors. The integrity of the existing structure remains with only minor changes to some of the external glazing.
Figure 5.B_Exterior view of the Ooean Terminal Building with the conference facility entrance on the left and main entranoe to the office areas on the right.
(Wale. 1993: 6)
the port. a point of entry: the design of a NEW CRUISE LINER TERMINAL at the ' . for durban.
Chapter 5: Case studies Pg43
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Figure 5.9_New office plan at terminal entrance level.
(Wale. 1993: 8)
... . . .
Figure 5.1 O_New mezzanine office plan above terminal entrance level.
(Wale. 1993: 8)
--.
-- -
1
Key:
1. Roof deck parking area 2. Main entrance
3. Staff entrance 4. Restaurant 5. Viewing area 6. Conference room
Key:
1. West mezzanine
2. Bridge linking two mezzanine areas
3. East mezzanine 4. Restaurant 5. Conference facility
the port. a point of entry: the design of a NEW CRUISE LINER TERMINAL at the for durban.
Chapter 5: Case studies Pg 44
Conclusion
In terms of the building's original use as a passenger terminal it served as an important gateway to the city. Passengers were seamlessly connected to the city via an elevated road way (See figure 5.11) which allowed the terminal building to become an extension of the city. The legibility of the terminal facility works well due to the large volume of open floor space in the passenger hall. The double volume allows the passenger to orientate himself through visual links to the city and around the harbour. Poor East-West orientation of the complex was dictated by the T -Jetty site, leading to substantial heat gain and glare in the terminal.
Unfortunately no provision is made for pedestrians walking around the complex. A better response to pedestrian access can be seen in the Yokohama Port terminal in the precedent studies. This is due to the separation of pedestrians and vehicles which leads to better legibility of the exterior spaces of the terminal. At the Ocean Terminal building in Durban, the pedestrians have to use the elevated roadway which becomes dangerous and also decreases the overall public interaction with the building. The use of concrete was appropriate due to the hostile corrosive environment of the harbour. By treating the concrete structure in a sculptural manner a lightweight structure is achieved thereby decreasing the amount of material used. This use of concrete is interesting to note in comparison to the use of steel in other terminal buildings. One such example is the Sydney Overseas Passenger Terminal where steel is used to achieve a light weight structure and invoke nautical imagery. Similarly at the Ocean Terminal building, Durban, concrete is sculptured to achieve a lighter appearance and the overall form of the building also mimics that of the ships that berth along side it.
Unfortunately the demise of the Union Castle mail-boats brought an end to the terminal prematurely. With the restructuring and commercialisation of Transnet the building became an office block. It was not until the cruise liner industry .
-/
Figure 5.11_Site plan of T-Jetty showing the elevated roadway IA~(1Inn the Ocean Terminal Building.
(Richards. 1963: 194)
- .~ .
developed its own niche in the tourism sector that the need for a terminal building Figure 5.13_Cross section through Ocean Terminal Building showing new office areas.
arose once again. (Stromberg. 1989: 13)
the port. a point of entry: the design of a NEW CRUISE LINER TERMINAL at the for durban.
Chapter 5: Case studies
CARGO SHED
Figure 5.14_Site plan showing position of N-Shed Passenger Terminal in relation to the Ocean Terminal Building.
(Protekon. 1993: 4)